Combined car, train pipe, and electric coupler



April 1 1924. 1,488,569

W. V. TURNER COMBINED CARl TRAIN PIPEl AND ELECTRIC COUPLER Filed May22, 1919 2 Sheets-Sheet l INvN-ron 7o Walter Tu rnercc ,4 s. c. MscomheJumr.

if 5 ha.

prl 1 1924. 1,488,569

W. v. TURNER COMBINED CAR, TRAIN PIPE, AND ELECTRIC COUPLER Filed May22, 1919 2 Sheets-Sheet 2 F I G. 6..-

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WALTER v. TURNER, DECEASED, LATE or WILKINSBURG, rENNsYLv; BY sinn UELC. MCCONAHEY, ADMINISTRATOR. OF EDGEWOOD, PENNSYLVANIA, ASSIGNOR TOWESTINGHOUSE AIR BRAKE COMPANY, 0F WILMERDING, PENNSYLVANIA, A

CORPORATION 0F PENNSYLVANIA.

COMBINED CAR, TRAIN PIPE, AN D ELECTRIC COUPLER.

' Application filed May 22,

To all y'whom t may cof/mera:

Be it known that WALTER V. TURNER, deceased, late a citizen of theUnited States, and resident of lVilkinsburg, in the county of Alleghenyand State of Pennsylvania, has invented a certain new and usefulmprovenient in Combined Car, Train Pipe, and Electric Couplers, of whichimprovement the following is a specification.

This invention relates to Car couplings, and more particularly to thattype of coupling in which the counterpart coupler heads are adapted toJbe rigidly locked together, and also provided with means for connectingthe train pipe passages and the electric wire connections between thecars.

Automatic couplers of this type have heretofore been em loyed havingpivoted latch levers for locking the counterpart coupler heads together,pistons actuated by fluid pressure for releasing the locks, automaticvalve devices for controlling communication through the connected trainpipe passages, and a movable slide or contact carrier adapted to beprojected by fluid pressure, toy establish electric communicationbetween the corresponding circuits on the connected cars. In some ofthese prior constructions, there is a possibility that the coupler headsmay not be fully coupled before the train pipe passage is partly opened,or before t e electric contact slide is moved outward, in which casethere may be a leakage or ventin of air from the train brake p-ipe whichwi produce an undesired application of the brakes, and the electriccontact carrier may become damaged by a further lateral move ment of theadjoining coupler head. It might also happen that coupler heads becomeunlocked for uncoupling, beforel the train pipe passage is fully closedand the electric contact carrier withdrawn, which might produce the sameundesirable conditions with the consequent damage and delay.

The object of this invention is to overcome these objections, and itcomprises an improved valve device for contro-lling the train pipepassage and movement of the contact carrier, the same being so connectedwith, and actuated by, the movable latch or locking lever of thecoupler, as to prevent the opening of the train pipe passage and 1919.Serial No. 299,016.

the' projection of the contact carrier until the coupler loc-k has movedto its fully locked position, and which will also prevent the release ofthe coupler lock until the train pipe passage is closed and the contactcarrier withdrawn. In the accompanying drawing: Figure 1 1s adiagrammatic sectional View', showing one form of coupling embodyingthis improvement;. Fig. 2, a sectional view showing the closed positionof the valve; Fig. 3, a transverse section, taken on the line 3 3 ofFig. 1; Figs. 4 and 5, sectional views, showing the manually o erated`valve in different positionsg'and, ig. 6, a diagrammatic sectionalview, showing the electric coupler with the slide Withdrawn to theposition for uncoupling.

The coupler head may be of the usual rigid lock type having a casting,4, provided with a hook-shaped projection or nose 5, adapted tointerlock b a forward an lateral movement with t e correspondingproject-ion of a counterpart coupler head, a movable latch or pivotedlocking lever, 6, adapted to engage a clamping surface, 7, on the noseof the counterpart coupler, a piston, 8, mounted in cylinder, 9, andconnected by a rod, 10, with the locking lever, and a spring, 11, fornormally moving the latch to its locked position. The coupler head is.also provided with one or more train pipe passages, 12, adapted to beconnected at the face of the coupler by means of a gasket, 13, vwith thecorresponding gasket opening in the counterpart coupler head. Theelectric portion which is usually attached beneath the coupler head isindicated as comprising the usual contact carrier or slide, A15, havingsuitable contacts.

for co-operating with the respective contacts, 14, of the car linecircuits, piston, 16, mounted incylinder, 17, and connected by rod, 18,and lever, 18, with the contact slide, 15, and springs, 19 and 20,acting on said slide and tending to move the same to its intermediateneutral position.

One form of valve device embodying the invention is indicated ascomprising a cas-y ing, 21, having valve chamber, 22, valve, 23, ports,24 and .25, communicating, respectively with the train brake pipe, 26,of the car, and a pipe or passage, 27, leading to the brake pipepassage, 12, of the coupler head, and ports, 28 and 29, forcommunication from pipe, 30, and manual valve, 31, to the pipe, 32 andoperating cylinder 17 of the slide. Forts, 33 and 34, may also beemployed for making connections between sections, 35 and 36, of the mainreservoir pipe, it being understood that pipe, 36, communicates with apassage similar to train pipe passage, 12, in the coupler head. Thevalve, 23, which has suitab e ports, 37, 38, 39, and 40 for co-operatingwith the ports in the casing may be operated in various ways, but isshown as a rotary valve having stem, 41, carrying a pinion, 42, meshingwith la rack, 43, on ythe stem, 44, of a piston,

v 45, mounted in a cylindrical chamberk 46, to

which compressed air may be supplied for turning the valve in onedirection. rThe stem, 44, is provided with a notch, 47, for a detent,48, actuated by a spring, 49, and having an. extension 50. adapted to beengaged by an arm, 51, on the ivoted locking lever, 6, of the coupler.hel stem, 44, also has an extensible section, 52, with a spring, 53,between isaid sections, and a notch for engaging the locking stem, 54,connected to a piston, 55, and bearing against the spring, 56. A port,57, leads from pipe, 58, and the manual valve to the top of the piston,55, while another port 61, leads to the chamber of piston, 45, and pipe,58, communicates by pipe or passage, 60, with the corresponding parts inthe counterpart coupler.

The operation of the device is as follows: When the two couplers arecoupledv together, as indicated in Fig. 1, the valve, 23, is in its openposition in which communication is established from pipe, 26, to pipe,27, and passage, 12, through the coupler for the continuous flow ofairthrough the brake pipe of the train. The main reservoir pipe connectionis also open and connection is made from the pipe, 30, to the pipe, 32.The locking stem, 54, engages the notch in i the stem, 52, and thepiston is held at the inner end of its stroke.

When it is desired to uncouple and separate the cars the manual valve,31, upon one of the cars, is turned to its uncoupling position, shown inFig. 4, in which compressed air from the supply pipe 68 flows throughpipe, 58, and port, 57, to the top of piston, 55, moving-the same inwardagainst the spring, 56, and withdrawing the locking stem,-54, from itsnotch in the stem, 52. The compressed air then Hows through port, 61, tothe face of piston, 45, thus movingl the same outward to rotate thestem, 41, and turn the valve, 23, to its closed position indicated inFig. 2, in which communication through the train brake pipe and the mainreservoir pipe is completely closed, and communication from plpe, 32,and the operating cylinder, 17, is open through ports, 29 and 40, to theexhaust port, 63. Air also' flows through pipe, 6()7 to thecorresponding parts on the counterpart coupler where the valve, 23, ismoved to its closed position in a similar manner. At this time themanual valve, 31, on the othercar, is in its normal position, asindicated in Fig. 1, with pipe, 58, connected to the exhaust through arestricted port. This permits a slight discharge of compressed air tothe atmosphere, but not sulicient to prevent the accumulation ofpressure on piston, 55, and the operation of the valve, 23, as abovedescribed. When the small piston, 55, moves outward against its spring,56, air flows through port, 59, and pipe, 64, to small valve, 65, and tothe stem 71 releasing piston, 67, thereby withdrawing the stem andreleasing the slide, 15. As the operating cylinder, 17, of each vcoupler is then open to the atmosphere, the Contact slide, 15, whicheverone has been extended, is then withdrawn, and both slides are returnedto their neutral sitions by means of springs 19 and 20. W en the neutralposition is reached, the stem, 69, enters the recess, 70, as shown inFig. 6, and the small valve, 65, opens communication from pipe, 64, t0pipe, 66, and the lock releasing cylinder, 9, whereby the piston, 8,releases the locking lever, 6, upon each coupler and the cars are thenfree to separate. After the couplers are pulled apart, the manual valveis turned back to the middle or neutral position, and the air isexhausted from 100 the cylinders, 9 and 17, in the usual way.

When the two couplers are brought together for coupling, the nose, 5, ofone coupler slides along the face of the other coupler, and firstdepresses the latch, 6, which move- 106 ment raises the arms, 51,\fromprojection, 50, and allows the detent, 48, to engage the notch, 47 andhold the stem, 44, as indicated in Fig. 3. During the further movementof the latch or locking lever, 6, upon its pivot, the cam ortion, 62,pushes in the stem, 52, against t e spring, 47, until thev locking pin,54, engages its notch in the stem, 52, and holds the spring, 53,compressed. Then as the nose, 5` of the coupler 115 reaches its seat,the'locking lever, 6, moves forward upon the clamping surface, thuslocking the couplers together, and at the same time the arm, 51, strikesthe projection, 50, and releases the detent, 48, where- 120 upOn thespring, 53, immediately expands and moves the stem, 44, and piston, 45,back to thc inner end of piston chamber, 46. This movement operates toturn the rotary valve, 23, to its open position, as shown in 125 Fig. 1,in which communication is established through the train pipeconnections. Communication is also established from the manual valve andpipe, 30, to pipe, 32, and the operating cylinder, 17, so that as the180 train pipe passage a manual valve is then turned to the slideprojecting position, shown in Fig. 5, air flows from pipe, G8, throughpipe, 30, ports, 28, 29, and pi ie, 32, to cylinder, 17, where it actsupon t ie piston, 16, to project the contact slide, 15, outward into theadjoining coupler and establish the electrical connections in the usualway.

It will now be apparent that by means of this improvement, the trainpipe passages will not be opened until after the coupler heads aresecurely locked ether in coupling, and that the Contact sli e cannot beextended until after the train pipe valve device has moved to its o lenposition. Also that, when uncoupling, t e train pipe valve must first beclosed, and the contact slide withdrawn before the releasing pistons areoperated to unlock the latches of the cou plers. 1

Having now described my invention, what I claim as new and desire tosecure by Letters Patent is:

1. In a car coupler, .the combination with a coupler head having amovable lock, and a train pipe passage adapted to be connected with thecorresponding assage of the adjoining coupler, of a va ve forcontrolling said train pipe passage, and means operated by the finalmovement of the. loclg to its locked position in the act of coupling,for automatically opening said valve.

2. In a car coupler, the combination with a coupler head having amovable lock, and a train pipe passage adapted to be connected to thecorresponding passage of the counterpart coupler, of a valve forcontrolling said train pipe passage, a spring and a mechanicalconnection for opening said valve, and means operated bg the preliminarymovement of, said loc in couplin to compress said spring, and by thevfina movement to the locked position to release said pring.

3. n a car coupler, the combination with a coupler head having a movablelock, and a apted to be connected to the corresponding passage of thecounterpart coupler, of a valve for controlling said train ipe passage,a stem having a connection or actuating the Valve, a spring bearingagainst said stem, means operated by the preliminary movement o-f thelock in coupling to compress said spring, a detent for holding the stemas the spring is compressed, and means actuated by the final movement ofthe lock to release the detent.

4. In a ear coupler, the combination with a coupler head having amovable lock, and a train pipe passage adapted to be connected to thecorresponding passage of thel counterpart coupler, of a valve forcontrollingsaid train pipe passage, a sectional stem with a springbetween said sections, the one section being connected to operate thevalve and the other section adapted to be engaged by the coupler lock tocompress the spring in coupling, a detent for holding the one section ofthe stem during the preliminary movement of the lock, a locking pin forholding the other section of the 'stem when com ressed, and an arm4actuated by the fina` movement of the lock to release said detent.

5. In a car coupler, the combination with a coupler head havinv amovable lock, and a train pipe passage a apted to be connected to thecorresponding passage of the counterpart coupler, of a valve forcontrolling said train pipe passage, a spri for moving the valve to oneposition, a piston for moving the valve to its opposite position, andmeans operated by the movement of the lock in coupling for first settingand then releasing said spring.

6. In a car coupler, theA combination with a coupler head having amovable lock, and a train pipe passage a apted to be connected to thecorresponding assage of the counterpart coupler, of a va ve forcontrolling said train pipe passage, a piston fo'r closingsaid valve, aspring for opening same, means operatedby the movement of the lock forcompressing said spring, a locking stem for holding the spring, a pistonfor releasing said locking stem, and means for supplying fluid to bothof said pistons.

7. In a car coupler, the combination with a coupler head having amovable lock, and a train pipe passage adapted to be connected to thecorresponding passage of the counterpart coupler, of a valve forcontrolling said train pipe passage, a piston for closing said valve, aspring for opening same, means operated by the movement of the lock forcompressing said spring, a locking stem for holding the spring, a pistonfor releasing said locking stein, and a port controlled by the movementof the locking stem piston for supplying fiuid to the valve operatingpiston.

8. In a car coupler, the combination with a coupler head havin a movablelock, and a train pipe passage a apted to be connected to thecorresponding assage of the counterpart coupler, of a va ve forcontrolling'said train pipe passage, a piston for closing said valve, aspring for opening same, means operated by the movement of the lock forcompressing said spring, a, locking stem for holding the spring, apiston for releasing said locking stem, a piston for releasing thecoupler lock, and means for supplying fluid first to the stem lockingpiston and then to the other two pistons.

9. In a coupler, the combination with a coupler head having a movablelock for'y holding the 'counterpart coupler heads together, and a trainpipe passage adapted to 4be connectedl to the corresponding passagevpistonv for actuating of the counter art coupler, of an electric ortionadapte to be projected, for estabiisliing electrical connections, acylinder and said electric portion, a valve having ports or controllingsaid train pipe passage and a passage leading to the cylinder of theelectric portion, and lneans controlled by the movement of the couplerlock -forvoperating said valve.

10. 1n a coupler, the combination with a cou ler head having a movablelock for hol ing the counterpart coupler heads together, and a trainpipe passage adapted to be connected to the corresponding passage of thecounterpart coupler, of an electric portion adapted tobe projected, f orestablishing electrical connections, a cyhnder and Maase@ piston foractuating said electric portion, a valve having means for opening thetrain pipe passage and a supply passage to the electric portioncylinder'. 1n one posltion, and for closing the train pipe passage andopening an exhaust from said electric portion cylinder in Vanotherposition, means controlled by the movement of the coupler lock formoving the valve to one position, and a fluid pressure device for movingthe valve to the other position.

In testimony whereof I have hereunto set my hand.

SAMUEL C. McCONAI-IEY, Administrator of the estate of Walter l.

Turner, deceased.

